Train-starter



(No Model.) s sheets-sheet 1.

' J. T. LANGLAIS.

TRAIN STARTER.

- Patented Nov. 26, 1895,

(Nb Mdel) 3 SheetS--She'et 2. J. T. LANG-LMS. TRAIN STARTER Patented Nov. 26, 1895.

NOA-50.341

ANDREW RCRAHAM. PHQTDUTHUWASHINGTON. DI?.v

3 Sheets-Sheet 3;

(No Model.) Y A J. T. LANGLAIS.

' TRAIN STARTER. v No. 550,547; 115555555 Nov. 25, 1895.

ANDREW BYEFANMAPNOTOUTHD-WSMNGTONADC UNITED STATES V ATENT OFFICE.

JOSEPH T. LANGLAIS, OF BERKELEY, CALIFORNIA.

TRAIN-STARTER.

SPECIFICATION forming part of Letters Patent No. 550,347, dated November 26, 1895.

Application filed January 29, 1895. Serial No. 536,575. (No model.)

To all whom tmay concern:

Be it known that 1, JOSEPH T. LANGLAis, a citizen of the United States, residing at Berkeley, in the county of Alameda and State of California, have invented certain new and useful Improvements in Train-Starters, of which the following is a specification.

y This invention relates to anr atmospheric train-starter and its objects are, first, to produce a device that will effectively assist in starting a train of cars from the dead-stop, whether going forward or backward; second, to have a device of this class fully adapted to set and keep in motion the whole train of cars unaided by the usual motive power if need be, as in the case when the driving engine or motor is disabled; third, to provide a starter for each car in a train, so that all the cars can be moved together; fourth, to devise a starting apparatus that will be operative regardless of vthe way the cars are turned or the train is made up, and, fifth, to place the whole contrivance under the direct control of the engineer, motorman, or driver, as the case may be.

Referring to the accompanying drawings, in three sheets, which form part of this specification, Figure 1 is a partly-broken side elevation showing how the 'starter is applied to each car. Fig. 2 isa top view of the construction shown at Fig. 1, some parts being removed. Fig. 3 is a cross-section on the line a o, Fig. 2, looking toward the right. Fig. 4L is a cross-section on theline y y, Fig. 9, looking to the left.v Fig. 5 is a sectional elevation, on an enlarged scale, of an air-cylinder forming part of the starter. Fig. 6 is a top view of said cylinder. Fig. 7 is an end View of the Y same. Fig. 8 is a sectional elevation of an upper corner of the cylinder and parts connected therewith. Fig. 9 is a sectional plan of the construction illustrated at Fig. S viewed from the top. Fig. 10 is a broken sectional elevation showing how the starter is ap- .plied to and and acts upon the car-axles. Fig.

11 is a cross-sectional elevation of the mechanism shown at Fig. 10. Fig. 12 is a broken plan of a brace that supports part of the starting apparatus from the axles. Fig. 13 is a similar View of a link or connecting-rod employed for working the mechanism connected with the axles from the air-cylinder with which each car is provided. Fig. 1li is a sectional side elevation representing the end of one of the air-pipes that are connected with the air-cylinders.

A represents the platform or bottom of a car, B the car-trucks, and C springs that are interposed between the trucks and car-bottom.

D D are air-pipes that are placed in parallel lines under the platform of each car in a train above the car-trucks. The pipes in each line are united between the cars by iiexible rubber tubing, such as E, and suitable couplings, the pipes D and the tubes connected therewith forming one continuous line throughout the entireI train, while the pipes D and their tubing form the connections between air-cylinders F, located one under each car at or near the middle. Both sets of pipes and tubes run in straight lines, but the pipes D are provided at their outer end with a branch pipe D2, controlled by a ball-valve d, seated within a casing d. This branch pipe is utilized to make connection between the pipes D and D' at the rear end of the train, the iexible rubber tube attached to the last pipe D being then curved backward and secured to the end of said branch pipe instead of running out in the direction of the car, as in the remainder of the train. The tube secured to the last pipe D is also turned back and brought up to a plug d2 when falling at the rear, in order to close the end of the line of pipes to which it belongs. v

The cylinders F are each provided with a piston G, whose normal position when at rest is in the center of the cylinder to which it appertains, the piston-rod G passing through the head and projecting out of the cylinder at both ends. Each end of the piston-rod is connected by one or more links or connectingrods G2 to a ratchet-lever H, passing over and adapted to swing about the reduced end of a `sleeve l, itted by preference around the axle IOO The lever is provided with a drop-pawl VK,vr

adapted to slide on it and slightly supported by a spiral sprin k. This pawl is alternately thrown into and out of engagement with the teeth of the ratchet-wheel by aroller K', working in connection with two curved guides L L', located one on each side of and above the axle. These guides are carried by one of two cambers M, that are set in parallel lines between opposite timbers of the truck-frame, above which they are supported by upwardlycurved braces M', rising from the sides of the sleeve I on opposite sides of the axle. The braces M' are arranged to pass through guides N, adapted to slide over them, so that the cambers and parts related thereto may not be affected by the occasional vertical movements of the truck-frame. The guides L L' are pointed at the ends, as shown in dotted lines at Fig. l0, upwardly at the inner ends and downwardly at the outer ends, in sucha manner that if the lever ll be moved from the center outward on either side the roller 7c' will be caught under the curved guides and the pawl engaged by the ratchet-wheel until the lever has been swung out as far as it will go, but if the lever be worked back from the sides to the center the roller will ride upon the guides and keep the pawl disengaged from the ratchet-wheel. The effect of this construction is that if the piston be moved forward from its normal position in the center of the cylinder the connecting-rod will pull the lever down in the same direction from its vertical position upon the axle, and the pawl and lever will turn the ratchet-wheel, as also the axle, forward. Driving the piston back to the center of the cylinder will push the lever back to its central position without affecting the axle and prepare it to give the axle another turn. Moving the piston to the back end of the cylinder willin like manner work the lever and pawl backward and turn the axle also backward. Bringing the piston from the rear end of the cylinder to the cen ter again will swing back the lever and pawl independently of the axle, as in the other case, and put them in readiness for another move. One of the curved guides engaged by the pawl-roller is thus used for backing and the other for going ahead, the actual work of the lever and pawl being performed always from the center outward on either side.

The links or connecting-rods G2 are secured to their respective levers by a double joint, as shown at Fig. 13, so they may work properly in rounding curves. They are also given the same curvature as the cambers M and located above them for the same reason-that is, in order that they may not interfere with the swiveling of the car trucks beneath the cars, or break or twist, dre. The cambers and braces are connected, so as to work together in a vertical plane, passing through the side guides N and leaving the truck-frame free to move up and down. A small collar O, firmly fixed to the axle, is used to hold the sleeve l up to the ratchet-wheel.

The means employed for actuating the starter is atmospheric air, which is supplied from the locomotive or motor by any suitable agency-for example, an airpump worked by steam. The only line of pipes used for conveying the compressed air to the cylinders when it is desired to move the train forward is that directly connected with the cylinders and composed of the pipes D' and connections, the air following the course indicated by the plain arrows, filling the pipes D', the flexible tubes uniting them and the cylinders between them,and stopping at the rear end of the rear car in the train, where the last rubber tube turns up to the plug and the ball-valve closes the passage through the branch pipe. For moving the train backward, both the pipes D and D are used, the air then following the course marked out by the double headed arrows, flowing iirst through the pipes D and their connections for the full length of the train and coming to the cylinders from the rear end of the pipes D', passing from one line of pipes to the other through the rubber tube attached to the branch pipe, where it dislodges the ball-valve and proceeds forward to the front end of the train. The pipes D' are therefore the only ones having direct communication with the air-cylinders, the pipes D being connected only to the airpump at one end of the train and to but one branch pipe of the other line of pipesthat is, the one to be found at the rear end of the rear car.

The pipes D' are joined with the cylinders preferably by a screw-thread connection resting within air-chests P P' at each end of the cylinders and communicating with centrallyenlarged horizontal passages p p', running through these chests. From the inner sides of the air-chests P P' run small pipes 'D3 D4, which lead to a middle chest P2 and establish communication between the passages p p' and similar but diterently-loeated passages 192 p3 in the middle chest. The passages 292133 are crossed, as shown, and are independent of each other, having no intercommunication. At the lower ends of the crossed passages are pipe connections D5 D6, leading back to the inner sides of the airchests P P', Where theycommunicate with passages p4 p5 and through these with rotary valves Q Q', that are seated on top of the cylinders at each end and revolve on central pivotpins q q', said valves reaching about half-way up the airchests.

The rotary valves Q Q' have each a lateral passage q2 q"3 running from their center outward and larin g outwardly to adapt it to register always with the adjacent passage p4 p5 within a certain range of oscillation. Besides this, each rotary valve has a vertical passage g4 g5 running, also, from their center to their upper end, where it is controlled by a clack-valve R R', another passage q Q7 leading downwardly in an oblique direction from their center and adapted to communicate with lOO IIO

I'O fifa a port ff at each end of the cylinder on the upper side, and still another lateral passage QS q1 running from their center to a corresponding passage p5, bored through the side of each air-chest P P and communicating, through the medium of an outer passage or pipe S S1, with alower port f2 f 5 at the opposite end of the cylinder in the bottom side, each port f2 f5 being controlled by a clack-valve The rotary valves are swung on their axis to open or close the ports in the cylinder and to perform their other work or several other functions by means of a rod Q2, having a pin Q5, that enters a recess or notch Q4 (see Figs. 8 and 9) in the bottom of each valve. The cylinder has holes for the escape of air, or exhaust-ports f5f1 at each end, on the upper side, two of which f5 f (one at each end) are controlled by the rods Q2, connected with the rotary valves, and the others f1f7 by similar rods Q5 running parallel therewith, all these rods being fitted and arranged to slide in holes Q10 bored through 'the heads and upper ends of the cylinder. The rods Q2 Q5 are connected at their outer ends by a cross-head Q6, and have springs Q7 coiled around'them that keep them back and retracted almost to the full extent. The rods Q2 Q5 also have each two holes Q11 Q12, adapted to alternately register with the exhaust-ports f f7 according as the rods are driven into the cylinder or withdrawn from it. The rods are kept in the position illustrated, with the exhaust-ports closed, by means of an intermediate rod T loosely fitted within the cross-head Q5, on the outer side of which it bears through the agency of a nut t and rigidly secured to a swinging piece T', hinged at t to the cylinder-head and adapted to be oscillated in a vertical plane by a horizontal bar T2, resting normally on the top of a saddle T5, carried by a standard T1 rising upwardly from the pistonrod, to which it is secured by a suitable collar T5. Upon the piston being driven forward or backward the standards and saddles move in the same direction together with their respective end of the piston-rod, and one of the bars T2 slides over and past the saddle upon which it bears, while the opposite bar is dropped from the saddle upon which it previously rested. The swinging piece attached to the dropping bar drops also and draws back with it the intermediate rod T, allowing the springs Q7 to repel the cross-head Q6 and retract the rods Q2 Q5 far enough for the holes Q11 to register with the exhaust-ports, the rod Q2 at the same time acting upon the nearest rotary valve. A strap T6 is provided to limit the outward movement of the swinging piece and regulate the withdrawal of the rods. The piston being moved still farther-that is to say, proceeding on its course-the standard that slides by the side of the bar T2, which remains in a raised position, is carried by the piston-rod toward the cylinder, and having a bent finger or lateral projection t4 at the top is soon brought into contact with the cross- Cilhead Q6 nearest to it and pushes it toward the cylinder, thereby acting upon the rods-Q2 Q5 connected to said cross-head, acting upon the nearest rotary valve and bringing the holes Q12 to the exhaust-ports.

The starter operates as follows: If it is desired to go ahead and move the train forward, the compressed air is forced through the pipes D in the direction of the plain arrows in Figs. 1, 2, and 5. Theair enters first the three air-chests before reaching the cylinder, passing through the passage p above the valve R on to the pipe D3, the passage p2, the pipe D5, the passage p4, the passage q2, the passage q, and the port f, when it fills that one-half of the cylinder back of the piston. A certain pressure having been reached there, the air forces its way up through the passage g4 and throws back the valve R, which closes that part of the passage p communicating with the pipe D4, and opens communication with the other part of the passage p that connects with the next section of pipe D', thus allowing the air to flow on through the next cylinder and from that one to all the others until the rear end of the train is reached and the air stops at the plug terminating the' line of pipes D. The pressure being maintained and increasing gradually, the piston of each cylinder is then moved forward, thereby working the ratchet -levers and their connections and turning the car-axle with which each lever is connected. While the piston is moved forward, the standard and saddle carried by the front end of the piston-rod let drop the oscillating bar which they carried when at a standstill, and the swinging piece at the front end of the cylinder falling outward with its intermediate rod the springs Q7 move out the rods Q2 Q5 far enough for the holes q11 to register with the, exhaust-ports, and consequently afford exits for the escape of the air contained in that part of the cylinder lying in front of the piston. This also turns the rotary valve at the front end so that no compressed air can enter it. As, the piston completes its stroke, the rear end of the pistonrod brings up the standard, which it carries to the rear end of the cylinder, where the finger on the standard is made to contact with the rear cross-head Q5, and consequently to drive in the rear rods Q2 Q5. This causes the holes Q12 to register with the exhaust-ports at the rear end of the cylinder and turns the rear rotary valve. In turning the valve communication is cut-off between the passage q andthe port f and established between the passages qs and p5 and the pipe S, while on account of the flaring mouth of the passage q2 the air keeps coming through it. Having then the port f closed, the exhaust-ports at the same end of the cylinder open, and the current or flow of air diverted through the pipe S to the opposite end of the cylinder, it follows that the cylinder is soon emptied of the compressed air previously forced in behind the piston, and the piston is driven back to where it IOO IIO

started from, when the valves and ports resume their normal positions and functions. The operation can then be repeated at will, eitherto assist the train in starting or to bring it to some desired place. To go backward, the operation is substantially similar except the air is brought in to the cylinders through the line of pipes l) and from the rear end of the line D, the air lifting the ball-valve in the rearmost branch pipe and entering the cylinders by way of the passage p', pipe D4, passage p3, pipes DG, passages p5, Q3, and Q7, and the ports f, so as to strike the front end of the pistons and drive them backward, thereby working the ratchet-levers also backward and turning the axles in that direction.

That I claim, and desire to secure by Letters Patent of the United States, is-

l. A train-starter consisting of an air-cylinder having suitable entry and exhaust ports and suitably supported beneath each car in the train, a piston adapted to reciprocate therein, asupply of compressed air, pipes and corresponding conduits communicating with each cylinder and the air-supply whereby the air is conveyed to the same side of all the pistons to move them simultaneously in the same direction, piston-rods, ratchet mechanisms actuated by said piston-rods and adapted to rotate one or more axles of each car in either direction, valves controlling the passage of air through said pipes and conduits,

and valve-shifting mechanisms operated by the piston-rods whereby the iiow of air is diverted and brought to the opposite side of the pistons to drive them back to their normal position, substantially as set forth.

2. In a train-starter, the combination of an air-cylinder, an air-chest connected therewith, a piston normally resting in the center of said cylinder, valved conduits admitting compressed air into said air-chest and the cylinder and conveying the same rst one side of said piston and then on the other, a piston-rod, and intermediate mechanism between the piston-rod and one or more caraxles whereby the latter are turned by the reciprocating movement of the piston, substantially as set forth.

3. The combination of a car-axle, a ratchet mechanism adapted to rotate the same, an aircylinder having suitable entry and exhaust ports, a piston reciprocating in said cylinder, a piston-rod adapted to operate said ratchetmechanism, an air-chest, valved conduits between said air-chest and the cylinder whereby air under pressure is applied to both sides of the piston alternately, a spring-retracted rod controlling the exhaust ports and the valved conduits, and means whereby said rod may be driven from the piston-rod, substantially as set forth.

4. The combination of the air-cylinder, the piston centrally located therein, the piston rod projecting from both ends of the cylinder,the air-chests and valves therein ,the pipes connected with the air-chests, the valved conduits conveying the compressed air from one chest to another and into the cylinder on opposite sides of the piston alternately, mechanism working in conjunction with each end of the piston-rod to shift the valves in the air-chests and conduits, and connections between the car-axles and the two ends of the piston-rod whereby the reciprocating movement of the piston within the cylinder operates to turn the car-axles, substantially as set forth.

5. The combination of a car-axle, a ratchetwheel secured thereto, cambers supported from the axle bybraces passing through slides on the truck-frame, guides on opposite sides of the axle carried by the cambers, a ratchetlever, a spring-supported pawl on the ratchetlever, a roller on the pawl alternately passing under and riding over the guides on the eambers, thereby throwing the pawl into and out of engagement with the ratchet-wheel, and actuating mechanism, substantially as set forth.

6. The combination, in a train-starter, of an air-cylinder located beneath each carin the train, a piston in each cylinder, a supply of compressed air, pipes connecting the series of cylinders at both ends with the air-supply, pipe connections between the cylinders, and valved conduits adapted to convey the air primarily to either side of the pistons whereby the air may be supplied both ways through the same pipe connections, substantially as set forth.

7. The combination, in a train-starter, of an air-cylinder provided with a piston and located b eneath each carin the train, a supply of compressed air, pipes and suitable tubing connecting the cylinders with the air-supply, said pipes being each provided with a valved branch at the outer end, and a second line of pipe also communicating with the air-supply and adapted to be coupled with the valved branch of either of said branched pipes, substantially as set fort-h.

8. The combination of an air-cylinder having suitable entry and exhaust ports and provided with a reciprocating piston, a piston-rod, means for conveying compressed air to the cylinder to move the piston therein, a valve controlling the iiow of air to both ends of the cylinder, shifting mechanism for said valve operated by the piston-rod whereby the air first applied to one side of the piston is automatically diverted and directed against the other side thereof, a car-axle, and connections between the axle and piston-rod whereby the axle is rotated bythe reciprocation of the piston, substantially as set forth.

ln testimony whereof I affix my signature in presence of two witnesses.

J. T. LANGLAIS. [n s] Witnesses:

A. H. STE. MARIE, HENRY P. TRICOU.

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